JP4212885B2

JP4212885B2 - Engine positive pressure gas fuel supply method

Info

Publication number: JP4212885B2
Application number: JP2002371505A
Authority: JP
Inventors: 真也宮▲崎▼; 博途太田
Original assignee: Nikki Co Ltd
Current assignee: Nikki Co Ltd
Priority date: 2002-12-24
Filing date: 2002-12-24
Publication date: 2009-01-21
Anticipated expiration: 2022-12-24
Also published as: JP2004204696A

Description

【０００１】
【発明の属する技術分野】
本発明はＬＰＧまたはＣＮＧを所定の正圧ガスに調整し、電子制御される噴射弁を用いてエンジンに供給する正圧ガス燃料供給方法、詳しくは既設のガソリン噴射システムを正圧ガス噴射システムに利用したものにおける正圧ガス燃料供給方法に関するものである。
【０００２】
【従来の技術】
ＬＰＧを火花点火エンジンの燃料に使用することは広く知られており、レギュレータ（ベーパライザ）とミキサを用いて大気圧程度の圧力に調整した気化ガスを吸気管路に吸引させてエンジンに供給する、という従前から行なわれている周知の方式に代えて、特開平６−１７７０９号公報などに記載されているように、所定圧力に調整した正圧ガスを吸気管路に噴射させてエンジンに供給する方式が考えられている。一方、ＣＮＧはＬＰＧに比べて気体の状態を安定よく維持するので、所定の正圧ガスに調整し吸気通路に噴射させてエンジンに供給することが実用化されている。
【０００３】
前記の正圧ガスを供給する気体燃料噴射システムをエンジンに搭載するにあたって、新規のエンジンに対しては、エンジン運転状態に応じて最適の燃料供給量を与える噴射量を設定した電子式制御装置を使用して噴射弁を制御するように最初からシステムを設計すればよい。
【０００４】
しかし、ガソリン噴射システムを搭載している既存のエンジンに対しては、エンジンの運転状態に応じて最適の燃料供給量を与える噴射量がガソリン噴射システムを構成する電子式制御装置に設定されているので、ガソリン噴射量からこれと同等の混合気を与える正圧ガス噴射量を算出する、というきわめて簡単な機能をもたせた電子式制御装置を増設し、且つ正圧ガスの噴射に適した弁口径、ダイナミックレンジをもつ噴射弁を使用することにより、既設のガソリン噴射システムをそのまま利用して正圧ガス噴射システムを構築し、正圧ガス燃料使用のエンジンに改造することができる。
【０００５】
【発明が解決しようとする課題】
前記のガソリン噴射システムにおけるガソリン用電子式制御装置が出力するガソリン噴射弁駆動信号は正圧ガス噴射量を算出する正圧ガス用電子式制御装置に入力され、ここで所要の正圧ガス噴射量に換算して正圧ガス噴射弁駆動信号を出力するが、ガソリン用電子式制御装置が出力するガソリン噴射弁駆動信号を受けて正圧ガス用電子式制御装置が正圧ガス噴射量を算出した結果である正圧ガス噴射弁駆動信号は、前記正圧ガス噴射量を算出したガソリン噴射弁駆動信号の次のガソリン噴射弁駆動信号の入力に同期して出力される。
【０００６】
このため、ガソリン噴射弁駆動信号が出力されず燃料噴射を停止している減速状態から燃料噴射を再開する復帰時において、ガソリン噴射弁駆動信号に対応する正圧ガス噴射弁駆動信号は一回遅れで出力されることにより、復帰直後における最初の正圧ガス噴射が行なわれずエンジン運転性に悪影響を与える、という問題を生じる。
【０００７】
本発明は既設のガソリン噴射システムを正圧ガス噴射システムとして利用した場合に、正圧ガス用電子式制御装置はガソリン用電子式制御装置が出力するガソリン噴射弁駆動信号に基いて算出した正圧ガス噴射弁駆動信号を一回遅れで出力するため、復帰直後の最初の正圧ガス噴射が行なわれずエンジン性能に悪影響を与える、という課題を解決するためになされたものであって、その目的とするところは燃料噴射を停止している減速状態からの復帰直後の最初の正圧ガス噴射を適確に行なってエンジン運転性を良好なものとすることにある。
【０００８】
【課題を解決するための手段】
本発明はエンジン既設のガソリン噴射システムに、このシステムが具えているガソリン用電子式制御装置がエンジン運転状態に応じて出力するガソリン噴射弁駆動信号を入力して正圧ガス噴射量を算出する正圧ガス用電子式制御装置と正圧ガス噴射弁とを具えた正圧ガス噴射システムを増設し、正圧ガス用電子式制御装置は算出した正圧ガス噴射量を与える正圧ガス噴射弁駆動信号を次のガソリン噴射弁駆動信号の入力に同期して正圧ガス噴射弁に出力するエンジンの正圧ガス噴射システムがもっている前記課題を次のようにして解決した。
【０００９】
即ち、燃料噴射を停止している減速状態からの燃料噴射復帰時において、復帰直後の１回目の正圧ガス噴射弁駆動信号をエンジン回転速度および吸気管圧力に基いて、或いはこれらとエンジン温度、電気的・機械的負荷のいずれかまたは両方に基いて正圧ガス用電子式制御装置で算出させ、この正圧ガス噴射弁駆動信号を正圧ガス用電子式制御装置に復帰直後に入力される最初のガソリン噴射弁駆動信号に同期して正圧ガス噴射弁に出力するものとした。
【００１０】
このように、復帰直後の最初の正圧ガス噴射弁駆動信号がエンジン回転速度および吸気管圧力に基いて算出されるか、或いはこれらとエンジン温度、電気的・機械的負荷のいずれかまたは両方とに基いて算出され、二回目以降の正圧ガス噴射弁駆動信号がエンジン運転状態に応じてガソリン用電子式制御装置で算出したガソリン噴射弁駆動信号に基いていることと相俟って、簡単な演算機能をもたせた正圧ガス用電子式制御装置を使用して復帰直後のエンジン運転性を大幅に向上することができるようになる。
【００１１】
【発明の実施の形態】
以下に図面を参照して本発明の実施の形態を説明する。図１は正圧ガス燃料にＬＰＧを用いた場合の実施の形態を示す配置図であって、ＬＰＧを充填したボンベ１の液相部分から延びフィルタ３および電磁駆動の遮断弁４を有する送出管路２が圧力調整器５に接続されている。
【００１２】
圧力調整器５はエンジン冷却水を通過させる冷却水室６と、送出管路２が接続された予熱室７と、正圧ガス管路１４を接続した調圧室８とを有しており、冷却水室６と予熱室７とは互いに隣接してエンジン冷却水とＬＰＧとの間で熱交換が行なわれるようになっている。調圧室８は調整ばね９を作用させたダイヤフラム１０によって容積可変とされており、また予熱室７と連通させた導通路１１はダイヤフラム１０の変位に応じて回動するレバー１２に取り付けた入口弁１３によって開閉される。
【００１３】
ボンベ１から送出管路２を通って予熱室７に入った液相ＬＰＧは、冷却水室６のエンジン冷却水により加熱されて気化ガスとなり、この気化ガスは調圧室８の圧力が設定圧力よりも低くなると入口弁１３が導通路１１を開くことによって調圧室８に流入し、設定圧力よりも高くなると入口弁１３が導通路１１を閉じることによって調圧室８への流入を停止する。このことにより、予熱室７で作られた気化ガスは所定圧力に調整された正圧ガスとして調圧室８に保有される。
【００１４】
本発明は既存のガソリンエンジンをガスエンジンに改造する場合に適用されるものであり、ガソリン用電子式制御装置１５とガソリン噴射弁１７とを具えたガソリン噴射システムがエンジンに搭載されている。ガソリン用電子式制御装置１５は絞り弁開度、吸入空気量、吸気管圧力、エンジン回転速度、冷却水温度、排気酸素濃度などのエンジン運転状態１８に基いて算出したガソリン噴射弁駆動信号を出力し、ガソリン噴射弁１７をこの駆動信号に応じた噴射時間で開閉動作させ、エンジン要求流量のガソリンを噴射してエンジンに供給するものであって、このこと自体は周知である。
【００１５】
本実施の形態においては、正圧ガス用電子式制御装置２１と正圧ガス噴射弁２３とを具えた正圧ガス噴射システムが前記のガソリン噴射システムを残置させて増設される。この場合、ガソリン噴射弁１７を撤去して正圧ガス噴射弁２３につけ替えることができ、このときはガソリン用電子式制御装置１５からガソリン噴射弁１７に至る駆動信号線１６をそのまま正圧ガス用電子式制御装置２１につけ替え接続して入力信号線とする。
【００１６】
しかし、図示実施の形態のようにガソリン噴射弁１７を残置させてその近くの適宜個所に正圧ガス噴射弁２３を設置する場合は、駆動信号線１６から正圧ガス用電子式制御装置２１に至る分岐線を設けて入力信号線２４とする。ガソリン噴射弁１７はガソリン噴射弁駆動信号により開閉動作させることなく閉弁位置に固定しておくことにより本発明を実施するうえで何の支障もない。
【００１７】
ここで、ガソリン噴射弁１７を正圧ガスの噴射に使用することが考えられるが、エンジン要求燃料流量に対応する容積流量はガソリンに比べて正圧ガスの方が格段に大きいので、本発明では正圧ガスの適正な噴射が可能な弁口径、ダイナミックレンジをもつ専用の正圧ガス噴射弁２３を使用することとした。
【００１８】
正圧ガス用電子式制御装置２１はガソリン用電子式制御装置１５がエンジン運転状態に応じて出力するガソリンの噴射に適したガソリン噴射弁駆動信号に基づいて正圧ガスの適正な噴射量を算出し、この算出された正圧ガス噴射量を与える正圧ガス噴射弁駆動信号を駆動信号線２２により正圧ガス噴射弁２３に出力する。
【００１９】
この正圧ガス用電子式制御装置２１にはエンジン回転速度２５および吸気管圧力２６が入力されるようになっており、またこれらに加えて一般には冷却水温度であるエンジン温度２７、および一般には自動車における冷暖房装置やパワーステアリングなどの電気的・機械的負荷２８の大きさが入力されるようになっている。そして、この制御装置２１は減速時におけるエンジンの基本的な状態をエンジン回転速度２５と吸気管圧力２６とによって把握し、これらに基いて検知した状態に対する適正量の正圧ガスを噴射させる正圧ガス噴射弁駆動信号を算出し、この駆動信号を減速状態からの復帰直後に１回または数回だけ正圧ガス噴射弁２３に出力し、以後は正圧ガスの噴射に関与させないものとしている。
【００２０】
エンジン温度２７および電気的・機械的負荷２８は減速時におけるエンジンの状態を更に正確に把握してより適正な正圧ガス噴射を行なわせるものであり、これらのいづれかまたは両方をエンジン回転速度２５、吸気管圧力２６に加味して正圧ガス噴射弁駆動信号を算出するか、或いはこれらのいずれかまたは両方を用いてエンジン回転速度２５、吸気管圧力２６により算出した正圧ガス噴射弁駆動信号を補正する。尚、エンジン回転速度２５および吸気管圧力２６に絞り弁開度２９を加えて減速時におけるエンジンの状態を把握させることができ、これらによって復帰時の減速状態を正確に知り、容易に適正量の正圧ガス噴射量を算出することができる。
【００２１】
次に、図２を参照して、ガソリン用電子式制御装置１５がエンジン運転状態１８に応じて出力したガソリン噴射弁駆動信号Ｔ１、Ｔ２、Ｔ３、Ｔ４、Ｔ５、Ｔ６…は入力信号線２４を通って正圧ガス用電子式制御装置２１に入力され、この制御装置２１は前記の入力信号に基きガソリンに変えてエンジンが要求する流量の正圧ガスを噴射させる正圧ガス噴射弁駆動信号Ａ１、Ａ２、Ａ４、Ａ５、Ａ６…を算出する。
【００２２】
算出された正圧ガス噴射弁駆動信号Ａ１、Ａ２、Ａ４、Ａ５、Ａ６…は次のガソリン噴射弁駆動信号Ｔ２、Ｔ３、Ｔ５、Ｔ６…が入力されたときこれと同期して出力される。即ち、Ｔ１に基いて算出したＡ１は次のＴ２の入力に同期して出力され、以後も同様に次の入力に同期して前回の入力に基いて算出した駆動信号を出力するので、そのままではエンジンが燃料噴射を停止している減速状態から燃料噴射を復帰したとき、復帰直後の最初の正圧ガスの噴射量が行なわれず運転性に悪影響を及ぼすこととなる。
【００２３】
ここで、Ｔ１、Ａ１で示される噴射時間で定常運転を行なっていたエンジンが減速を開始すると、その初期にＴ２、Ｔ３、Ａ２のように噴射時間を小さくして燃料噴射量を減少させてから燃料噴射を停止する。そして、燃料噴射復帰後はガソリン噴射弁駆動信号Ｔ４、Ｔ５、Ｔ６…に対応する正圧ガス噴射弁駆動信号Ａ４、Ａ５、Ａ６…が一回遅れで出力されるので、Ｔ５の入力に同期して出力されるＡ４以降は復帰後の運転に対応することができる。しかし、Ｔ４の入力に同期して正圧ガス噴射弁駆動信号が出力されないので、復帰直後の最初に必要な正圧ガス噴射が行われない。
【００２４】
ここで、減速開始時の最後に出力されたＴ３に基いて復帰直後の最初の正圧ガス噴射量を算出することも考えられるが、Ｔ３の噴射時間はきわめて短かいので、復帰直後に必要とされる正圧ガス噴射量を得ることができない。また、Ｔ１が最後の駆動信号であるように設計されているガソリン噴射システムであっても、減速開始時と復帰時とではエンジンの状態が大幅に異なることが多いので、Ｔ１に基いて適正な正圧ガス噴射量を算出することは不可能である。
【００２５】
本実施の形態によると、正圧ガス用電子式制御装置２１にエンジン回転速度２５、吸気管圧力２６、エンジン温度２７および電気的・機械的負荷２８が入力され、復帰時のエンジンの状態に応じた適正量、即ちエンジン要求流量の正圧ガスを噴射させる正圧ガス噴射弁駆動信号Ａ０が算出される。そして、ガソリン用電子式制御装置１５が出力する復帰直後の最初のガソリン噴射弁駆動信号Ｔ４が正圧ガス用電子式制御装置２１に入力されたとき、これに同期させて前記駆動信号Ａ０を正圧ガス噴射弁２３に出力する。
【００２６】
このことにより、減速状態からの燃料噴射復帰直後に要求される正圧ガスが適正に供給され、エンジン運転性を低下させることがないばかりか、減速から加速を行なう場合にもすぐれた加速性能を与えることができる。
【００２７】
【発明の効果】
本発明によると、ガソリン噴射システム搭載のエンジンを正圧ガス燃料使用のエンジンに改造し、ガソリン用電子式制御装置が出力するエンジン運転状態に応じたガソリン噴射弁駆動信号を基に正圧ガス用電子式制御装置で正圧ガス噴射弁駆動信号を算出するシステムがもっている、燃料噴射を停止している減速状態からの復帰直後の最初に正圧ガス噴射が行なわれない、という不都合が解消されるとともに、最初の正圧ガス噴射量を適正量としてエンジン運転性を向上させることができるものである。
【図面の簡単な説明】
【図１】本発明の実施の形態を示す配置図。
【図２】図１の形態における噴射タイミング図。
【符号の説明】
１５ガソリン用電子式制御装置、１８エンジン運転状態、２１正圧ガス用電子式制御装置、２３正圧ガス噴射弁、２５エンジン回転速度、２６吸気管圧力、２７エンジン温度、２８電気的・機械的負荷、Ｔ１、Ｔ２、Ｔ３、Ｔ４、Ｔ５、Ｔ６ガソリン噴射弁駆動信号Ａ０、Ａ１、Ａ２、Ａ４、Ａ５、Ａ６正圧ガス噴射弁駆動信号[0001]
BACKGROUND OF THE INVENTION
The present invention adjusts LPG or CNG to a predetermined positive pressure gas and supplies it to an engine using an electronically controlled injection valve. More specifically, an existing gasoline injection system is changed to a positive pressure gas injection system. The present invention relates to a method for supplying a positive pressure gas fuel.
[0002]
[Prior art]
It is widely known that LPG is used as a fuel for a spark ignition engine, and vaporized gas adjusted to a pressure of about atmospheric pressure using a regulator (vaporizer) and a mixer is sucked into an intake pipe and supplied to the engine. Instead of the well-known method that has been used in the past, as described in JP-A-6-17709, positive pressure gas adjusted to a predetermined pressure is injected into the intake pipe and supplied to the engine. A method is considered. On the other hand, since CNG maintains a gas state more stably than LPG, it is put into practical use that it is adjusted to a predetermined positive pressure gas, injected into the intake passage, and supplied to the engine.
[0003]
When the above-described gaseous fuel injection system for supplying positive pressure gas is mounted on an engine, an electronic control device in which an injection amount that gives an optimum fuel supply amount is set for a new engine according to the engine operating state. The system can be designed from the start to use and control the injector.
[0004]
However, for an existing engine equipped with a gasoline injection system, an injection amount that gives an optimal fuel supply amount according to the operating state of the engine is set in an electronic control device constituting the gasoline injection system. Therefore, an electronic control unit with a very simple function of calculating the positive pressure gas injection amount that gives the same mixture as the gasoline injection amount is added, and the valve diameter suitable for positive pressure gas injection By using an injection valve having a dynamic range, a positive pressure gas injection system can be constructed by using an existing gasoline injection system as it is, and can be modified to an engine using positive pressure gas fuel.
[0005]
[Problems to be solved by the invention]
The gasoline injection valve drive signal output by the gasoline electronic control device in the gasoline injection system is input to the positive pressure gas electronic control device for calculating the positive pressure gas injection amount, where the required positive pressure gas injection amount is inputted. The positive pressure gas injection valve drive signal is output in terms of the output, but the positive pressure gas electronic control device calculates the positive pressure gas injection amount in response to the gasoline injection valve drive signal output by the gasoline electronic control device. The resultant positive pressure gas injection valve drive signal is output in synchronization with the input of the gasoline injection valve drive signal next to the gasoline injection valve drive signal for which the positive pressure gas injection amount has been calculated .
[0006]
For this reason, the positive pressure gas injection valve drive signal corresponding to the gasoline injection valve drive signal is delayed once when the fuel injection is resumed from the deceleration state in which the gasoline injection valve drive signal is not output and the fuel injection is stopped. This causes a problem that the first positive pressure gas injection immediately after the return is not performed and the engine operability is adversely affected.
[0007]
In the present invention, when an existing gasoline injection system is used as a positive pressure gas injection system, the positive pressure gas electronic control device calculates the positive pressure calculated based on the gasoline injection valve drive signal output from the gasoline electronic control device. Since the gas injection valve drive signal is output once with a delay, the first positive pressure gas injection immediately after the return is not performed and the engine performance is adversely affected. The purpose is to improve the engine operability by properly performing the first positive pressure gas injection immediately after returning from the deceleration state where the fuel injection is stopped.
[0008]
[Means for Solving the Problems]
In the present invention, a gasoline injection valve drive signal output according to an engine operating state is inputted to an existing gasoline injection system of an engine, and a positive pressure gas injection amount is calculated. A positive pressure gas injection system that includes an electronic control device for pressurized gas and a positive pressure gas injection valve is added, and the electronic control device for positive pressure gas drives the positive pressure gas injection valve that gives the calculated positive pressure gas injection amount The above-described problem of the positive pressure gas injection system of the engine that outputs the signal to the positive pressure gas injection valve in synchronization with the input of the next gasoline injection valve drive signal has been solved as follows.
[0009]
That is, at the time of fuel injection return from the deceleration state where fuel injection is stopped, the first positive pressure gas injection valve drive signal immediately after the return is based on the engine rotational speed and the intake pipe pressure, or these and the engine temperature, The positive pressure gas electronic controller calculates the positive pressure gas based on one or both of the electrical and mechanical loads, and this positive pressure gas injection valve drive signal is input to the positive pressure gas electronic controller immediately after returning. Output to the positive pressure gas injection valve in synchronism with the first gasoline injection valve drive signal.
[0010]
Thus, the first positive pressure gas injection valve drive signal immediately after the return is calculated based on the engine speed and the intake pipe pressure, or these and either or both of the engine temperature and the electrical / mechanical load. Simple, coupled with the fact that the second and subsequent positive pressure gas injection valve drive signals are based on the gasoline injection valve drive signals calculated by the gasoline electronic control unit according to the engine operating conditions. It is possible to greatly improve the engine operability immediately after the return using the electronic controller for positive pressure gas provided with a proper calculation function.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an arrangement view showing an embodiment in which LPG is used for positive pressure gas fuel, and is a delivery pipe having a filter 3 and an electromagnetically driven shut-off valve 4 extending from a liquid phase portion of a cylinder 1 filled with LPG. The path 2 is connected to the pressure regulator 5.
[0012]
The pressure regulator 5 has a cooling water chamber 6 through which engine cooling water passes, a preheating chamber 7 to which the delivery pipe line 2 is connected, and a pressure regulating chamber 8 to which a positive pressure gas pipe 14 is connected, The cooling water chamber 6 and the preheating chamber 7 are adjacent to each other and heat exchange is performed between the engine cooling water and the LPG. The pressure regulating chamber 8 is variable in volume by a diaphragm 10 on which an adjustment spring 9 is applied, and a conduction path 11 communicated with the preheating chamber 7 is an inlet attached to a lever 12 that rotates according to the displacement of the diaphragm 10. It is opened and closed by a valve 13.
[0013]
The liquid phase LPG that has entered the preheating chamber 7 from the cylinder 1 through the delivery line 2 is heated by the engine cooling water in the cooling water chamber 6 to become a vaporized gas, and this vaporized gas has the pressure in the pressure regulating chamber 8 set pressure. The inlet valve 13 flows into the pressure regulating chamber 8 by opening the conduction path 11 when the pressure is lower than the value, and the flow into the pressure regulating chamber 8 is stopped by closing the conduction path 11 when the inlet valve 13 is higher than the set pressure. . As a result, the vaporized gas produced in the preheating chamber 7 is held in the pressure regulating chamber 8 as a positive pressure gas adjusted to a predetermined pressure.
[0014]
The present invention is applied when an existing gasoline engine is modified to a gas engine, and a gasoline injection system including an electronic control device 15 for gasoline and a gasoline injection valve 17 is mounted on the engine. The gasoline electronic control unit 15 outputs a gasoline injection valve drive signal calculated based on the engine operating state 18 such as the throttle valve opening, the intake air amount, the intake pipe pressure, the engine speed, the coolant temperature, and the exhaust oxygen concentration. The gasoline injection valve 17 is opened and closed at an injection time corresponding to the drive signal, and the gasoline having the required flow rate is injected and supplied to the engine. This is well known.
[0015]
In the present embodiment, a positive pressure gas injection system including a positive pressure gas electronic control device 21 and a positive pressure gas injection valve 23 is added with the gasoline injection system remaining. In this case, the gasoline injection valve 17 can be removed and replaced with the positive pressure gas injection valve 23. At this time, the drive signal line 16 from the gasoline electronic control unit 15 to the gasoline injection valve 17 is used as it is for the positive pressure gas. It replaces and connects with the electronic control apparatus 21, and it is set as an input signal line.
[0016]
However, when the gasoline injection valve 17 is left and the positive pressure gas injection valve 23 is installed at an appropriate location near the gasoline injection valve 17 as in the illustrated embodiment, the electronic control device 21 for the positive pressure gas is connected from the drive signal line 16. A branch line extending to the input signal line 24 is provided. The gasoline injection valve 17 is fixed at the valve closing position without being opened or closed by a gasoline injection valve drive signal, and there is no problem in implementing the present invention.
[0017]
Here, it is conceivable to use the gasoline injection valve 17 for the injection of the positive pressure gas. However, since the volumetric flow rate corresponding to the engine required fuel flow rate is much larger in the positive pressure gas than in the gasoline, in the present invention. A dedicated positive pressure gas injection valve 23 having a valve diameter and a dynamic range capable of proper injection of the positive pressure gas is used.
[0018]
The positive pressure gas electronic control device 21 calculates an appropriate injection amount of the positive pressure gas based on a gasoline injection valve drive signal suitable for gasoline injection output from the gasoline electronic control device 15 according to the engine operating state. Then, a positive pressure gas injection valve drive signal giving the calculated positive pressure gas injection amount is output to the positive pressure gas injection valve 23 through the drive signal line 22.
[0019]
The engine control speed 25 and the intake pipe pressure 26 are input to the electronic controller 21 for positive pressure gas, and in addition to these, an engine temperature 27 which is generally a cooling water temperature, and generally The size of an electrical / mechanical load 28 such as a cooling / heating device or a power steering in an automobile is input. Then, the control device 21 grasps the basic state of the engine at the time of deceleration from the engine rotational speed 25 and the intake pipe pressure 26, and a positive pressure for injecting an appropriate amount of positive pressure gas for the state detected based on these. A gas injection valve drive signal is calculated, and this drive signal is output once or several times to the positive pressure gas injection valve 23 immediately after returning from the deceleration state, and thereafter is not involved in the injection of the positive pressure gas.
[0020]
The engine temperature 27 and the electrical / mechanical load 28 are used for more accurately grasping the state of the engine at the time of deceleration and performing a more appropriate positive pressure gas injection. The positive pressure gas injection valve drive signal is calculated in consideration of the intake pipe pressure 26, or the positive pressure gas injection valve drive signal calculated from the engine speed 25 and the intake pipe pressure 26 using either or both of them is calculated. to correct. The throttle valve opening 29 can be added to the engine speed 25 and the intake pipe pressure 26 so that the state of the engine at the time of deceleration can be grasped. The positive pressure gas injection amount can be calculated.
[0021]
Next, referring to FIG. 2, the gasoline injection valve drive signals T1, T2, T3, T4, T5, T6... Output by the gasoline electronic control unit 15 according to the engine operating state 18 are connected to the input signal line 24. The positive pressure gas electronic control device 21 passes through and is input to the positive pressure gas electronic control device 21. The control device 21 injects positive pressure gas at a flow rate required by the engine instead of gasoline based on the input signal. , A2, A4, A5, A6...
[0022]
The calculated positive pressure gas injection valve drive signals A1, A2, A4, A5, A6,... Are output in synchronization with the next gasoline injection valve drive signals T2, T3, T5, T6,. That is, A1 calculated based on T1 is output in synchronization with the input of the next T2, and thereafter, similarly, the drive signal calculated based on the previous input is output in synchronization with the next input. When the fuel injection is resumed from the deceleration state in which the engine stops the fuel injection, the first positive pressure gas injection amount immediately after the return is not performed and the drivability is adversely affected.
[0023]
Here, when the engine that has been in steady operation at the injection times indicated by T1 and A1 starts decelerating, the fuel injection amount is decreased by reducing the injection time and reducing the injection time at the initial stage of T2, T3, and A2. Stop fuel injection. After the fuel injection is restored, the positive pressure gas injection valve drive signals A4, A5, A6,... Corresponding to the gasoline injection valve drive signals T4, T5, T6,. The output after A4 can correspond to the operation after the return. However, since the positive pressure gas injection valve drive signal is not output in synchronization with the input of T4, the first required positive pressure gas injection is not performed immediately after the return.
[0024]
Here, it is conceivable to calculate the first positive pressure gas injection amount immediately after the return based on T3 output at the end of the deceleration start. However, since the injection time of T3 is very short, it is necessary immediately after the return. It is not possible to obtain the positive pressure gas injection amount. Even in a gasoline injection system designed so that T1 is the last drive signal, the engine state often differs greatly at the start of deceleration and at the time of return. It is impossible to calculate the positive pressure gas injection amount.
[0025]
According to the present embodiment, the engine speed 25, the intake pipe pressure 26, the engine temperature 27, and the electrical / mechanical load 28 are input to the electronic controller 21 for the positive pressure gas, depending on the state of the engine at the time of return. Then, a positive pressure gas injection valve drive signal A0 for injecting a proper amount, that is, a positive pressure gas of an engine required flow rate is calculated. Then, when the first gasoline injection valve drive signal T4 immediately after return output from the gasoline electronic control device 15 is input to the positive pressure gas electronic control device 21, the drive signal A0 is set in synchronization with this. It outputs to the pressure gas injection valve 23.
[0026]
As a result, the positive pressure gas required immediately after the return of fuel injection from the deceleration state is properly supplied, and the engine operability is not deteriorated. In addition, the acceleration performance is excellent even when accelerating from deceleration. Can be given.
[0027]
【The invention's effect】
According to the present invention, an engine equipped with a gasoline injection system is remodeled into an engine using positive pressure gas fuel, and the positive pressure gas application is based on the gasoline injection valve drive signal according to the engine operating state output by the gasoline electronic control unit. The problem that the system that calculates the positive pressure gas injection valve drive signal with the electronic control device has the problem that the positive pressure gas injection is not performed first after the return from the deceleration state where the fuel injection is stopped is solved. In addition, the engine operability can be improved by setting the initial positive pressure gas injection amount as an appropriate amount.
[Brief description of the drawings]
FIG. 1 is a layout view showing an embodiment of the present invention.
FIG. 2 is an injection timing diagram in the embodiment of FIG.
[Explanation of symbols]
15 Electronic control device for gasoline, 18 Engine operating state, 21 Electronic control device for positive pressure gas, 23 Positive pressure gas injection valve, 25 Engine rotation speed, 26 Intake pipe pressure, 27 Engine temperature, 28 Electrical and mechanical Load, T1, T2, T3, T4, T5, T6 Gasoline injection valve drive signal A0, A1, A2, A4, A5, A6 Positive pressure gas injection valve drive signal

Claims

For the positive pressure gas that calculates the positive pressure gas injection quantity by inputting the gasoline injection valve drive signal output by the electronic control unit for gasoline output according to the engine operating state to the gasoline injection system already installed in the engine A positive pressure gas injection system comprising an electronic control device and a positive pressure gas injection valve is added, and the positive pressure gas electronic control device provides a positive pressure gas injection valve drive signal that gives the calculated positive pressure gas injection amount. A positive pressure gas fuel supply method for an engine that outputs to the positive pressure gas injection valve in synchronism with an input of a gasoline injection valve drive signal next to a gasoline injection valve drive signal that calculates the positive pressure gas injection amount ,
At the time of fuel injection return from the deceleration state in which fuel injection is stopped, the first positive pressure gas injection valve drive signal immediately after the return is based on the engine speed and the intake pipe pressure. The positive pressure gas injection valve drive signal is output to the positive pressure gas injection valve in synchronization with the first gasoline injection valve drive signal input immediately after returning to the positive pressure gas electronic control unit.
A positive pressure gas fuel supply method for an engine.

For the positive pressure gas that calculates the positive pressure gas injection quantity by inputting the gasoline injection valve drive signal output by the electronic control unit for gasoline output according to the engine operating state to the gasoline injection system already installed in the engine A positive pressure gas injection system comprising an electronic control device and a positive pressure gas injection valve is added, and the positive pressure gas electronic control device provides a positive pressure gas injection valve drive signal that gives the calculated positive pressure gas injection amount. A positive pressure gas fuel supply method for an engine that outputs to the positive pressure gas injection valve in synchronism with an input of a gasoline injection valve drive signal next to a gasoline injection valve drive signal that calculates the positive pressure gas injection amount ,
At the time of fuel injection return from the deceleration state in which fuel injection is stopped, the first positive pressure gas injection valve drive signal immediately after the return is used for the positive pressure gas based on the engine speed, the intake pipe pressure and the engine temperature. The positive pressure gas injection valve is calculated in synchronism with the first gasoline injection valve drive signal inputted immediately after returning to the positive pressure gas electronic control device. Output to
A positive pressure gas fuel supply method for an engine.

For the positive pressure gas that calculates the positive pressure gas injection amount by inputting the gasoline injection valve drive signal output by the gasoline electronic control system equipped with the engine to the existing gasoline injection system according to the engine operating state A positive pressure gas injection system comprising an electronic control device and a positive pressure gas injection valve is added, and the positive pressure gas electronic control device provides a positive pressure gas injection valve drive signal that gives the calculated positive pressure gas injection amount. A positive pressure gas fuel supply method for an engine that outputs to the positive pressure gas injection valve in synchronism with an input of a gasoline injection valve drive signal next to a gasoline injection valve drive signal that calculates the positive pressure gas injection amount ,
At the time of fuel injection return from the deceleration state where the fuel injection is stopped, the first positive pressure gas injection valve drive signal immediately after the return is determined based on the engine speed, the intake pipe pressure, and the electrical / mechanical load. The positive pressure gas electronic control unit calculates the positive pressure gas injection valve drive signal in synchronism with the first gasoline injection valve drive signal input immediately after returning to the positive pressure gas electronic control unit. Output to the pressure gas injection valve,
A positive pressure gas fuel supply method for an engine.

For the positive pressure gas that calculates the positive pressure gas injection amount by inputting the gasoline injection valve drive signal output by the gasoline electronic control system equipped with the engine to the existing gasoline injection system according to the engine operating state A positive pressure gas injection system comprising an electronic control device and a positive pressure gas injection valve is added, and the positive pressure gas electronic control device provides a positive pressure gas injection valve drive signal that gives the calculated positive pressure gas injection amount. A positive pressure gas fuel supply method for an engine that outputs to the positive pressure gas injection valve in synchronism with an input of a gasoline injection valve drive signal next to a gasoline injection valve drive signal that calculates the positive pressure gas injection amount ,
At the time of fuel injection return from the deceleration state where fuel injection is stopped, the first positive pressure gas injection valve drive signal immediately after the return is set to the engine speed, intake pipe pressure, engine temperature, and electrical / mechanical load. Therefore, the positive pressure gas electronic control unit calculates and synchronizes this positive pressure gas injection valve drive signal with the first gasoline injection valve drive signal inputted immediately after returning to the positive pressure gas electronic control unit. Output to the positive pressure gas injection valve,
A positive pressure gas fuel supply method for an engine.

The first positive pressure gas injection valve drive signal immediately after the return is calculated based on the throttle valve opening in addition to the engine speed and the intake pipe pressure. Engine positive pressure gas fuel supply method.